Triple valve for air-brake apparatus



S. G. NEAL.

Patented Sept. 2, 1919.

3 SHEETS-SHEET l.

CII/4418! S. G. NEAL.

TRIPLE VALVE FOR AIR`BRAKE APPARATUS.

APPLICATION FILED FEB.25.191G.

Patentedsept. 2,1919.

3 SHEETS-SHEET 2.

S. G. NEAL.

TRI-PLE VALVE FOR AIR BRAKE APPARATUS.

memedspt. 2, 1919.

3 SHEETS-SHEET 3 APPLICATION FILEDv FEB. 25,1916.

UNITED s'TATEs 'y' PATENT oEEICE.

SPENCER G. NEAL, or Los ANGELES, CALIFORNIA, A'ssIGNoR, BY MEsNE ASSIGNMENTS, To AUTOMATIC STRAIGHT AIR BRAKE COMPANY, 0E WILMINGTON, DELAWARE, A

CORPORATION 0F DELAWARE.

TRIPLE VALVE FOR AIR-BRAKE APPARATUS.

f Specification of Letters Patent.

Patented sept. 2, 1919.

Application mea February 25, 1916. serial No. 80,342.

To all whom it may concern.'

Be it known that I, SPENCER G. citizenof the United States, the city of Los Angeles, county of LosAngeles, and State of Californiznhave invented certain new and useful Improvements 1n Triple Valves for Air-Brake Apparatus, ot' which the following is a'specification.

This invention relates more particularly to improvements in that type of triple valve illustrated in my application for patent filed June 10, 1915, Serial No. 33,233, and in my Patent No. 1,082,758, datedDecember 30, 1913.

NEAL, a

the provision ofl means whereby upon a sudden reduction in train pipe pressure suftion of the brakes on thel cars near the rear end' of the train.` By providing means whereby each triple valve will vent the train pipe, the wave of A reduction will move throughout the train line with great .ra-

Jiditv. securing an emervenc a lication" of the brakes throughout the train almost simultaneously without regard tothe length of the train. The operation of one triple valve to emergency position positively vents the train line to atmosphere, thereby insuring the triple on the connected'car also moving to emergency position. The triple valves will operate serially', the operation of one to emergency position insuring almost a simultaneous operation of the next connected triple, and so on throughout the entire train. The train pipe venting device is operated only by a movable abutment or diaphragm when'the said diaphragm is Vmoved to emergency position `by a sudden and p rolonged reduction in train pipe pressure, so that the said venting operation cannot take 'place except Whenk an emergencyapplication of the brakes is desired.

Another object of themventionis to provide a pair of positively7 operated valves to and resident of One of the important improvements is excess pressure.

gency reservoir chamber and the equalizing chamber, this latterl chamber being directly connected to the brake cylinder. 1n my application, Serial No. 33,233, mentioned herein, a, positively operated valve controls the flow of air from the emergency reservoir chamber to the emergency brake cylinder chamber, from which chamber the air may flow directly to the brake cylinder; anda pressure-seated valve controls communication from the brake cylinder back to the. emergency brake cylinder chamber. In the present invention one valve controls the flow of air from the emergency reservoir chamber into the emergency brake cylinder chamber, and the other valve controls the ow of air from said emergency brake cylinder chamber to the equalizing chamber and brake cylinder. Both valves4 arev operated simultaneously both in opening and closing,"

so thatair cannot flow back lfrom the lequalizing chamber and brake cylinder to the emergency brake cylinder chamber, as cornmunication between lthese two chambers 1 A will be ope'nonly when air is flowing `from the emergency reservoir chamberI intol the emergency brake cylinder chamber. .7 ,y

A further obJect ofthe invention is to provide means for slowly charging the einer-e gency reservoirs upon a quick rise of pressure in the train pipe and when there is an excess of pressure in the train pipe. said means operating to rapidly charge theY emergency reservoirs upon a slow rise of pressure in the train' pipe. It is of great advantage to provide'a variable charging` means operating upon a sudden rise of train pipe pressure to slowly charge the emergencyreservoir, and operating upona slow riseof t-rain pipe pressure to quickly charge the emergency reservoir. Such device is ofespecial advantage on long tr'ains where, during the `period of release, the rise of trainipipe pressure near the'head. end 4.ot-,thetrain lisvery rapid and the rise of.: train-pipe .pressure near the rear end of the train isslow. During the period of release-'there-is an excess of pressure in the train pipeatthe lhead end of the train-,whereas in the trainl pipe at the..v

charging the emergency vreservoirs atnthe v headend of thetrain is very greatly'reduced tages ofthe invention, yrelating more particularly "to the improvement the con struction of the devices, all of fully hereinafter pointed out.' l In the drawings, Figure l is a vertical sectional view'of the improved triple valve,

which will vbe formed in two sections;

Fig. 2 an enlarged verticalsectional view of that portion of the valve controlling the service application of the brakes and the charging of the apparatus; and

y"Fig, 3 a vertical sectional view of that portion of the triple valve controlling the emergency a plcation of the brakes.

Asl il ustrated in Fig. 1 of the drawings, the triple valve is formed in two sec#` tlons as two separate devices A and B. Section A contains the partsby which ythe service applications of the brakes are Secured' and through which the release-of the brakes is obtained, and 'also `through which the apparatus is charged. Section B contains the parts which control the emergency applications of the brakes. This construction and arrangement of the ,triple valve" results k1n many advantages, vand is substantially as shown in Serial No. 33,233. Itwill, kof course, be understood, however, hat Athe new features of vconstruction described herein are applicable to the triple valve when formed as a single or unitary structure, as shown in my aforesaid pending application, and as shown inmy Patent N o. 1,082,758, dated December 30,' 1913. It will, therefore, of course, be understood that I am to the use of my improvements described or two-section triple valve.

The triple valve is constructed, with a few' changes and modifications, almost precisely as shownin my Patent N o. 1,082,758, and in my application Serial No. 33,233, and operates precisely asdescribed in said patent, except as modified by the changes in construction described herein. For thisreason it is thought unnecessary to minutely 'and particularly describev herein every part of the triple valve and its operation. f

Referring to the various parts by numerals,.1 designates the ctrain pipe which leads into the main train pipe chamber2 of the triple valve, said" chamber being in section A of said valve. Above said chamber 2 and separated therefrom bythe main abutment yIn will be positively guided and operated in their movements both in opening and closing. There are other objects and advanthe stem 6 wardly facing valve seat 9, which coperates around said valve 11.

my herelnnentioned application,

stem 17 ythat when valve y7 will be aconsiderable distance above seat not tobe restricted or diaphragm chamber 4 1n yconstantcommunlcation with the emergency rreservoir through passage 5.

valves hereinafter described the same is made to coperate with a hollow upright valve stem 6 provided with a reduced upper end. The maindiaphragm 3 carries a slidinghead 8 which has 'aworking it around aand is provided with a downwithv the charging valve 11, which is a part of uprightrod or stem 6. Said valve stem 6 forms a guide for the sliding head 8, so

thatthe air pressures upon the diaphragm `3lmay be utilized `to positively open and close said valve 11. L f

Referring more indetail to the construction and operation of the valve device within'the head 8, the hollow rod 6 is open at its lower end, but the bore in said rod terminates at a point a little below the valve 11 as indicated by dotted lines in Fig. 2. Air is admitted through inlets 12 into the upper portion of the bore of said rod 6. Said inlets 12 communicate with a clearance 14 A plurality of ports 15 lead through the wall of the head 8 to admit air to said clearance 14, thence to the inlets 12 which communicate with the interior of the hollow rod 46. hollow rod 6 is',

wardly tapered valve 7 `which is adapted to lit a corresponding seat 7a in thetop of the orderthat said abutment 3 may operate 3, is an emergency reservoir` Y The upper portion of abutment 3. The valve-7 is so placed on the 11 is. seated Valve 7.' Valve 7` is locked in its 4adjusted position by'a suitable lock nut, as shown in Fig.

sired pressureon the abutment 3. There is a considerable clearancebetween the sliding head 8 of the abutment or diaphragm 3. and the 'stem l17, so that when the head is between the valves 7 and 11 there will be an air passage ofconsiderable capacity through the abutment. f

The stem17 is bored axially, as at 17, from its upper end to a point between the valves 7 andv11 where it vcommunicates vwith a transverse port 17; This latter port commoved downwardly by riod of excessive municates with an annular groove 17 C in the exterior surface of the reduced stem. Near its upper end the port 17a communicates with a transverse port 17d, and the extent of the opening between said ports is regulated by an adjustable screw 17e.

Upon a reduction of train pipe pressure in chamber 2 for the purpose of securing an application of the brakes, abutment V3 is in chamber 4, and valve 1l is seated on the valveseat 9, therebyclosing communication between the chambers 2 and 4. Upon an increase of pressure in train pipe chamber 2 for the purpose of securing a release of the brakes, the excessive pressure in chamber 2 will force the abutment 3 upwardly against the tension of spring 7 and valve 7 will be seated on valve seat7a. During the pel pressure in chamber 2 air will slowly pass valve 11 through ports 17h, 17 1 and 17d,'into chamber 4. Then the pressure in chamber 2 is again reduced to norf mal the spring 7c will, combined with the pressure in chamber 4, move abutment 3 downwardly to bring valve 11 to valve seat 9. As the pressure in chamber 2 is reduced to normal, abutment 3 will be movedvback to valve 11. When the sliding head 8 of abutment 3 is between the valves 7 vand 11, air from chamber 4 may pass aroundsaid valves to chamber 2. i

In originally charging the apparatus, if the rise of train pipe pressure is rapidfair l will pass from chamber 2.slowly, around valve 11 and, through ports 17 b, 17al and 17, to chamber 4 and the emergency reservoir. If the rise 1n pressure in the train pipe and -in'chamber 2 is slow, air will pass rapidly and in considerable -quantities around valve 11, through the clearance between the'head 8 and the reducedy valve =stem 17 around -valve 7 into chamber 4, and at the Sametime air will pass'through the ports 17 17and 17 d. This will providera very quick charg- I chamber 4. It is only when there is a con siderable excesspressure in chamber 2 that ing of the emergency v`reservoir and the the valve 7 will-be lseated and thefslow charging will .take placelthrough the ports "in thevalve stem 17. Byifproviding `a restricted chargingjport when there is an exfcess otpressure--inf chamber2 and where -the' r1se 1n trainpipe pressure'is rapid, ythe r .liabilitysof overcharging of the chamber 4 xand emergency reservoir is greatly reduced.

`Then the trainpipe pressure is rapidly increased inv order torelease the brakes on a long train. there 1s an excess of pressure in .the train pipe near the head end of the train, .and consequently an excessof presy sure in the traink Ypipe chambers 2 of the triple valves near the head-end of the train. Thel pressure 'in the train pipe at the rear the superior pressure- K izing chamber 25.

end of the train is considerably less than at the head end of the train during the period of release. The resultof this is that during the period of release there are different degrees of pressure at thetwo ends of the train,

the pressure. It is, therefore, desirable to -restrict the ports through which the emer- ,ports are .greatly` restricted and the period of excessive pressure in chamber 2 is too short to `permit of the accumulation of any considerable excessive pressure in chamber 4. It is also manifest that air will pass through ports 17d, 17a and 17b and around valve 11, during the movement of the sliding head 8 from valve 'I to valve 11.

Beneath thetrain pipe chamber 2 and separated therefrom by a cross wall 19, is i a chamber 21.- An equalizing abutment 24 extends across theV lower side of the chamber 21 to separate said chamber from an equal- Chamber 21 is connected to emergency brake cylinder chamber 41 (which will Ybe hereinafter described), by a pipe 122,fsofthat the pressure in the said twoichambers will be the same atall times. Inv tlieembodiment of the invention illustrated in'the.drawings, the main abutment `3 is abouttwice as large as the equalizing abutment 24. Therefore, the reduction of vtrain pipe pressure'ten pounds will cause approximately'twenty pounds pressure to be built up in thebrake cylinder and in the lequalizing chamber 25 before' there will be enough pressure beneath said equalizing abutment to lift the 32, all of which is clearly set out 1n my aforesaid patent. Hollow rod 6 at its lower end screws into a vhub 26 formed oul the upper side of flange 27 of the equalizing abutment 24. .A nut locks the-hub to the stem and said -nut isadapted to engage the under side of the cross wall 19 to limit the upward movement of the rod. The flange 27 `is formed with'a central depending hollow stem which screwsinto the upper end of a valve cage 28, said valve cage carrying the lower abutment ange 29 for the abutment and dii'erent rates of Arise in` rod 6 and close. valve 24. The said valve cageandrod aford comlet of which is controlled by a valve 32 seating' downwardly and having a downwardly extending stem 33 carrying at its lower end an'eXhaust valve' 35 which opens and closes avent 36". The lower end of the stem 33 is loosely connected to'thevalve'35 by pin 34, whereby said valve will.. be free to seat,

squarely and vtruly on the valve seat 135. y

The valve cage 28 is also provided with passages 28a below valve 32.l E'qualizing chamber .25 is ,formed by casing 138 upon the lower end of which is screwed a protecting cap. Chamber 25 is in direct communication with the brake cylinder through port 25a and passage 86. l

Valve 32'L is held to its seat by means ofy Aa spring 32, thelower end of'said spring -being seated in a spider arm 32 within the chamber 30, said arm being' spaced suliciently far above the valve 32 to ,permit 1t to have a free opening movement. Valve 3,2a

prevents air passing back tothe train pipe chamber 2dur1ng an emergency application of the brakes, and when the brakel cylinder ingly to itsseat by spring 34a which is4 placedv between the lowery end of the valve vpressure exceeds train, pipe pressure, all'of which is fully set out in my aforesaid applicationy for patent. Valve 35. is held yieldcage 28 and the upper surface of valve 35. This spring also.4 serves .to yieldingly hold valve 35 on its seat when the abutment -24 is 'A depressed to secure an application of the brakes. e

The train pipe 1 is in direct communica'- tion with chamber 39* through pipe 1", and said chamber is in` communication with emergencyl train pipe chamber 40'as' full described in my aforesaid patent. Chamber 39a and emergency train pipe chamber 40 are in section B of the triple, asshown clearly in Figs. 1 and 3'. '.Below emergency brake lcylinder chamber .41 are formed t-Wo inde- -pendent chambers 41* and D4'1?. Chamber' 41l 1sl in direct communication with emergency reservoir chamber 4 through pipe '41.y

Chamber 41hk is in direct col'mnunication with equalizing chamber 2'5- through pipe 41d. Communication between the emergency reservoir chamber 4 and the emergency.

brake cylindefchamberis controlled by a valve 42 arranged within the chamber 41 and seatingv downwardly. Communication vbetween chamber 25 and the emergency brake cylinder chamber is controlled by a valve 43 arranged within the chamber 41 and seating downwardly. Valves 42 and 43 `are connected together by a cross bar 4.4; arranged in the chamber 41. The emergency brakeA cylinder chamber 41 is separated from-emergency train pipe. chamber 40 by the emergency abutment 39.' Depending from the abutment39 is a yoke 55. 'This yoke is conto the cross bar 44, sof that when lthe abutment 39 nected by'a stem 56 is moved upwardly by pressure in chamber'41 valves 42 f terior ofthe chamber 41, and said valve is carried bythe yoke 55. Asfshown in Fig. 3.

y' pressure in chamber 39", precisely wardly a sulicient distance and 43 are opened, thereby establishing communication between the emergency reservoir chamber 4, emergency brake cylinder chamber 41, and thence throughjvalve 43, chamber 41, chamber 25- to brakecylinder. When valves 42 and 43. are closed communication .between chamber 25 and emergency brakeA cylinder chamber 41 is closed, and brake cylf lnder air cannot flow to said chamber 41.

- Emergency brake 'cylinder chamber 41 is vented to"atmosphere` through .the hollow arm 59 and small port 61.- leading therefrom to the atmosphere. A valve 51 controls communication between thearm 59 'and the nof the drawings, when valves 42 and 43 are closed valve 51 isopen, therebyv venting the chamber 4 1f'to atmosphere through port 61.

When, however, the emergency abutment 39 85 raised valve 51 is closed. When valve'l 1s-open chamber 21 is vented to atmosphere throughpipe 22,' chamber 41, arm 59 and port r61. When, however, the valve- 51 is closed and valves 42 and 43 are open, emergency pressure in chamber 41 passes through pipe 22 to chamber 21 above .abutment 24. The emergency abutment 63 separates sup-- plemental chamber 81 from the chamber 39a and-emergency train pipe chamber 40, and carries the dome 64, precisely as shown anddescribed in my Patent No. 1,082,758. Valve 69 is operated by said dome through the rod 68 to admit the train pipe air into emergency brake cylinder chamber 41'upon a sudden and pronounced reduction in train pipe as deit will scribed in my aforesaid patent, and

vnot be necessary to more particularly describe herein that feature v'of thel triple valve. 10"

' In the chamber 39al is mounted a valve 62 which is adaptedv to be opened by a pivoted lever 65'whose upper end 66 is in a position to be engaged by the abutment 63 when said Vabutmenthas moved downwardly a predetermined distance due to a. sudden reduction in train pipe pressure. Valve 62j controls, communication between the chamber-39a and v atmosphere through apassage. Upon a sudden and pronounced reduction in train pipe pressure for the purpose'of securing an emergency application 'of the brakes, supmultaneous emergency application of the the train pipe for each brake unit is ofgreat importance in securing an emergency' application otl the brakes throughout the train, and avoids the necessity of reducing train pipe pressure entirely through the engineers va-lve. t 1

By providing the positively actua-ted valve 43 for controlling communication between the emergency brake cylinder chamber and the brake cylinder chamber 25, all danger of air passing from the brake cylinderl t0 thechainber 41 and thence to atmosphere, is avoided. It is also olf advantage to provide means whereby there will be no communication between chamber 41v and the brake cylinder chamber,rexcept when valve `42 is open to permit air to pass from the emergency reservoirchamber into chamber 41. Chambers 41a and 41b 'are each separately closed by plates 43a and 42a, which plates Jr'orm'the bottom of the section B of the ktriple valve, so that access to either valve 42 or 43 may be had for purposes ot' adjustment, or otherwise, without disturbing any other part of the apparatus' in section B.

As yshown Vin my Patent No. 1,082,758, chamber 39a is indirect communication with the top ofthe dome 64 and the interior of said dome is in communication with the supplement-al vchamber 81, in order that said chamber may be charged, and'also so that the'fair pressure therein may leak down toequalize with the pressure in chambers 39 and 40. I provide means herein Jfor controlling connnunication between chamber 81 and the interior of the dome 64. This means consists of a central plug 71 screwed through the center of the top of the-dome 64, said plug being formed with a central aperture '71 of considerable capacity. Screwed into the top of the valve cage 72 which forms a rigid port-ion of the lvalve device, is a central plug or cap` 60. This cap, above the valve cage'72, is formed with a laterally extending port 73, and withl va central vertical port 74 communicating wlth the port 73. A screw 75 regulates the size of the outlet through port 73,-said port' communicating with the interior of the dome 64 atV the top thereof. The lower end of the screw plug 71 is recessed annularly as at 76,`t0 provide the marginal flange 77. This fiange is adapted 'te engage a washer 78 carried by the plus 60 on its upper surface and surroundinglthe, port 74. Port 74 and the outlet frol'n port 73 areof consldera'bly less ca.- pacity than port 71a. The resultof this is that when the supplemental abutment 63 is depressed upon"y a reduction of train pipe pressure, communication between chamber ,i 81 andthe interior of the dome 64 is copsiderably lrestricted,,so that the pressure in may pass unrestricted through the larger port 71a. By regulating the outlet from port 73 the tlme required to equalize pres- -sures in chambers 81' and 39a may be fixed as desired. Between'v the' top of the valve cage 72 and the upper wall of the dome 64, 1s a spiral spring 70 which restores dome 64 and the parts connected therewith upward to their normal position upon anvequalization of pressures in chambers 39a and 81.

v lVhen valve 69 is lowered through the operation of thesupplemental abutment 63,air pressure from chamber 39*3L is admitted from below andlifts the cup-like check valve 7 3,

v and passes up into valve cage 72 and thence int-o emergency brake cylinder chamber 4l, as described in my aforesaidcpatent. To maintain the check valve 7 3a properly seated I provide a light coil spring 73"; and to guide the said check valve in its vertical movements I provide it with a stem 73c which lits and slides in 'a' central aperture inthe plug 60. vBy y-this means the valve 7 3a is guided inv its vertical movements and caused `to t accurately on its seat. i

lVhat I claim is`:

1. A triple valve provided with a main train pipe chamber, an equalizing chamber adapted to be placed in direct communication with a brake cylinder, an emergency reservoir chamber adapted to be placed in direct communication with an emergencyreservoir, an emergency brake cylinder chamber, means `operated by a decrease 1n train pipe pressure to place the trainplpe Chamberlin communication with the equaliztrain pipe chamber, an equalizingchamberadapted to be placed in direct communication with a brake cylinder, an emergency reservoir'chamber adapted to be placed in direct communication with Van emergency reservoir, an emergenc brake cylinder chamber, means operate rby a decreaserin trainpipe pressurek to place the train pipe chamber in communication wlth vthe equalizs i ing chamber for a service application of the brakes, a pair of valvesl controllingncofmmunicationbetween the emergency reservoir taneousl open said v alves for an emergency application of the brakes, said means operating to positively close said valves when the apparatus is restored to normal condition.

3. Al triple valve formed with a trainpipe chamber,l an equalizing chamber, anemergency reservoir "chamber, an emergency brake cylinder chamber, means for 'placing the emergency brake cylinder chamber iIr communication with the equalizing chamber, means operated upon a slow reduc-y tion of train pipe pressure to'place the train 'pipe lchamber in communication with the equalizing chamber, means operated by a Vquick reduction in train -pipepressure to` place the emergency .reservoir chamber in `communication with the emergency brake cylinder chamber, and means operated to vent the train pipe tb atmosphere when the emergency reservoir ychamber is placed in communication with the emergency brake cylinder chamber.

4.'A triple valve comprising mea-ns, operating upon'a moderatereduction of train pipe pressure to admit tra-in pipe air to the brake cylinder for a serviceapplication of the brakes,means operating upon a sudden i, and prolonged `reduction of train pipe pressure toadmit'emergency reservoir air to the brake lcylinder for an emergency application of the brakes, and means operated by said sudden and prolonged'reduction of train pipe pressure to vent the `train pipe to atmosphere during an` emergency applicationv of the brakes. v

5. A triple valve comprising an abutment .adapted t be moved by a reduction of train pipe pressure, means operated by said' abutment to, admit air from the vtrain pipe to the brake cylinder for a service application of the brakes, a supplemental abutment ada ted to be moved by a sudden `and prolonge re' duction in train pipe pressure, an emergency reservoirlmeans operatedby said supplemental abutment .to admit emergency reservoir air to the brake cylinder to-'secure an emergency applicationrof the brakes, and

meansoperated by said supplemental abutment tovent the train pipeto atmosphere during an emergency application of the brakes.

6. A .triple valve comprising means operated upon a reduction of. train pipe pressurel to admit trainpipe' air-to the brake cylinder for a service application of the brakes, means operated upon a sudden and pronounced reduction of tra-in ipe pressure to admit :air to the brake cylinder for an emergency application of the brakes, and

the train pipe chamber.

means within the triple valve operating upon a sudden and pronounced reduction in train pipe pressure to vent the train pipe to ating port communicating at one end with theemergency reservoir chamber' and at its other end with the tra-in pipe chamber, said port being open when the abutment is against the valve in the emergency reservoir chamber,

and being closed when the abutment is against the valve in the train pipe chambe1'a nd means in the emergency reservoir chamber for opposing the pressure in the train pipe chamber.V i I `8.A triple valve provided with a train pipe chamber and an `emergency reservoir chamber, la movable abutment 'separating said chambers, a pair of valves cont-rolling communication therebetween -and operated by the abutment, one of s aid valves' being in the train pipel chamber and the other in the emergency reservoir-chamber, and means to slowly charge the emergency reservoir chamber when the abutment Vis against the valve in the emergency reservoir chamber, said charging means being inoperative when the abutment against the valve in the train pipe chamber.` s

9.y A triple valve provided with a train pipe chamber and ank emergency reservoir chamber, a movable abutmentv separat-ing said chambers, a pair of valves controlling communication A therebetween and operated by the abutment, one of said valves being` in the train pipe chamber and the other in the emergency reservoir chamber, means to slowly charge the emergency reservoir 'chamber when the abutment is against the valve in tlie emergency reservoir chamber, saidcharging means beinginoperative when the abutment is ,against'the valve in the train pipe chamber, and a spring in the emergency reservoir chamber .bearing on the abutment and exerting a pressure'to seat the valve in 10. A triple valve provided with a main train pipe chamber,-an equalizing chamber adaptedto be placed in direct communica#- tion with, a brake'cylinder, an emergency `reservoir chamber adapted to be placed in direct communication with an emergency7 reservoir, an emergency brake cylinder chamber, means operated by 'a decrease in train pipe pressure to place the train pipe chamber in communication with the equalizing chamber for a service application of the brakes, means operated by a sudden dec-rease in train pipepressure to admit air into the emergency brake cylinder chamber', means operated by air pressure admitted to said emergency brake cylinder chamber to place the emergency reservoir chamber `in communication with the brake cylinder for an emergency applic-ation of the brakes and means operated by said-sudden decrease in train pipe pressure to vent train pipe to atmosphere.

11. A triple valve provided with afmain train pipe chamber, an equalizing chamber vadapted to be` placed in direct communication with a brake cylinder, an .emergency reservoir chamber adapted to be placedv in directommunication with an emergency reservoir, an emergency brake cylinder chamber, means operated by a decrease in train pipe pressure to place the train pipe chamber in communication with the equalizing chamber' for a service application of the brakes, an emergency brake cylinder chamber normally open to atmosphere, means operated by a sudden decrease in train pipe pressure to admit air into the emergency brake cylinder chamber, means operated by air pressure within the emergency brake cylinder chamber to close the vent from said chamber and to open communication from said chamber to the brake cylinder and to the emergency reservoir chamber for an emergency' applicationof the brakes, andl means operated by said sudden decrease in train pipe pressure to vent the train pipeto atmosphere.

12. A triple valve provided with a main train pipe chamber, an equalizing chamber adapted tobe placed in direct communication With a brake cylinder, an emergency reservoir chamber adapted to be placed in direct communication `with an emergency reservoir, an emergency brake cylinder chamber, means operated by a decrease in train pipe pressure to place the train pipe chamber in communication with'the equalizing chamber for a service application of the brakes, means operated by a sudden decrease in train pipe pressure to admit train pipe air into the emergency brake cylinder chamber, means operated by air` pressure admitted an emergency reservoir, an emergency brake cylinder chamber, means operated by a 4defA .if crease 1n train pipe pressure ,tom place the train pipe chamber in communication with Vthe equalizing chamberfor a service application of thebrakes, means operated by a sudden decrease in train pipe pressure `to admit air -into the emergency brake cylinder chamber, means operated by said sudden decrease in train pipe pressure to vent the emergency 'train pipev chamber to atmosphere, and means operated by air pressure admltted `to said emergency brake cylinder cham'ber to place the emergency reservoir chamber in communication 'jvvith the brake cylinder for an emergency application of the brakes. i

14. A triple valve provided with a main train pipe chamber, an equalizing chamber adapted to be placed indirect communication with a brake cylinder, an emergency reservoir chamber adapted to lbe placed in' directcommunication with an emergency reservoir, an emergency brake cylindery chamber, means operated by a decrease in train pipe pressure to place` the tram plpe chamber in communication Wlth the equalizing chamber for a service application of the brakes by train pipe pressure` alone, a pair -l of valves controlling communication between the emergency reservoir chamber and the emergency brake cylinder chamber and from said Ylatter chamber to the equalizing chamber, means 'for holding` said valves closed by train 4pipe pressure, and means operatlng upon a sudden reductlon of tram -pipe pressure to 'release the `a1r pressure' from saidvalve holding means.

15. A tripledl valve provided with a main train pipe chamber, an equalizing chamberadapted to be placed in direct communication `yvith a brake cylinder, an emergency reservoir chamber adapted to be placed in direct communication with an emergency reservoir, an @emergency brake cylinder chamber, means operated by a decreased-n train pipe pressure to place the tram plpe chambcr in communication with the equalizbrakes by train pipe pressure alone, a pair of valves controlling communication between the emergemy reservoir chamber and the emergency brake cylinder chamber and -ing chamber for a service application of theJ4 y from said latter chamber to the equalizing chamber, means for holding said valves closed by train pipe pressure, means operating .upon a sudden reductlon of train plpeA pressure to release the air pressure from said valve holding means. l

16. A triple valve provided withvatrarn .pipe chamber and an emergency reservoir chamber. a movable abutment separatlng said chambers'. a movable valvestem eXtend-" ing throughsaid abutment, vbrake c vlinde-r-` linlet and exhaust valves controlled by nsaid valve stem,- a pair of valves carried. by said.

. stem controlling communication between the train pipe 'chamber and the emergency -reservoir chamber one ofC said valves being in thetrain pipe chamber and the y other in the emergency reservoirchamben the mova'ble abutment belng arranged to v1- brate between said valves said movable abutment loosely surrounding ythe valve stem between the valves, and a charging port communicating at one end with the 'emergenc reservoir chamber and at its other end wit the -spacebetween the said valves, said port being open when -theabutment is against lthe valve in the emergency reservoir chamber and closed when the' abutment is against the valve in the train pipe chamber, an

f 'additional free passage 4past the two valves being open when said two valves.'

17. A triple valver providedv witha train pipe chamber andan emergency reservoir chamber, a movable abutment separating the abutment is between f said chambers, a movable valve stein extending through said abutment, brake cylinder brate between said valves said movable abutment loosely surrounding'the valve stem between the' valves, a charging port communieating at one end with the emergency reservoir chamber and at its'other end with the space between the said valves,said port be-` ing open when the abutment is against the valve in t'heemergency reservoir chamber and closedwhenthe abutment is against the valve in the `train pipe chamber, an additional free passage past tlie two valves being open' when vthe abutment is between said two valves,` and means. operating vonthe abutment in opposition to thel pressure in the .train pipe chamber and normally tendi ing to seat the abutment on the'valve said chamber. l A

18. A' triple valve provided with a train pipe chamber and an'emergency reservoir v chamber, `a movable -abutment separating said chambers, a movable valve stem extending through said abutment, brake cylinder inlet and exhaust valves controlled by said valve stem, a pair of valves carried bly-said stem and'icontrolling communication between the train pipe chamber and the emer ency reservoir chamber one of said valves ing in the train pipe chamber and the other in the emergency reservoir chamber, themovable abutment being arranged to vibrate between said valves said movable Vabutmenty loosely surrounding the valve stem between es theI valves, a charging'port communicating chamber,

at one end with the emergency reservoir chamber and at its other end with the space between the said valves, said port being open when the abutment is against the valve in the emergency reservoir chamber and closed when the abutment Ais against the valve in the train pipe. chamber, an additionalfree passage past the'two valves being open when the' abutment is between said two valves, and a spring in the emergency reservoir chamber bearing on the abutment and tending to 'cause saidabutment to seat on the valve in the train pipe chamber.

. 19. A triple `valvevprovided with a' train lpipe chamber and an emergency reservoir a movable abutment separating said' chambers, a movable valve stem extending `through said-abutment, brake cylinder inlet and exhaust valves controlled by said valve stem, a pair of valves carried by said stem and controlling communication between the train ipe chamber and the emergency reservoir c amber one of said valves being in the train pipe chamber and the other in the emergency reservoir chamber, the movable abutment being arranged .to vibrate between -said valves said movable abutment loosely surrounding the valvel stem between the valves,`one of said valves being adjustable on the valve stem to vary the distance between said valves, and a charging port communicatin at one end with the reservoir c amber and at its other end with the space between the, said valves, said port bemg open when lthe abutment is'agajnst the Y valve in the emergency reservoir chamber and closed when the abutment is against the valve in the train pipe chamber, an additionallree passage past the two valves being open when the abutment is between saidtwofvalves. j f

20.4 A- triple valve comprising two independent caslngs, means in one of said casings .to control tram plpe air `for all service a plicationsof the`brakes upon a, slow ecrease in train pipe pressure and to secure the release of the brakes upon an increase in train pipe pressure, and means in the other casing to control emergency'reservoir air for all emergency applications of the brakes upon a sudden decrease invtrain pipe pressure said other casing also containing means to vent theitrain pipe to atmosphere upon said suddendecrease in train' pipe pressure.

` 21. A*triple valve provided with a train pipe chamber,an. emergency reservoir chamber, a.v movable abutment between. said chambers, a ,movable .valve stem, brake cylinder inlet, and exhaust valves controlled by the movements of' said stem, a pair of valves on said stem on opposite sides of the movable/ abutment and between which Said abutment is'adapted touvibrate, and means (whereby theemergency reservoir chamber may be -quickly. recharged around the valves on the emergency reuma i .valve'stem when the abutment is between said valves and may be slowly. recharged when the abutment is seated on the valve in the emergency reservoir, said charging means being closed when the abutment is seated` on the valve in the train pipe chamber.

22. A triple valve provided with a train pipe chamberand an emergency reservoir chamber, a movable valve stem, a pairiof valves mounted loosely? on' said stem ,and

adapted to control the brake cylinder inlet and the 'brake-cylinder exhaust, a movable abutment between the emergency reservoir i chamber andthe train-pipe chamber, said abutment being adapted to operate the valve stem but having a slight movement independent thereof,and a charging means between the said two chambers and controlled bythe movable abutmentand whose charging capacity will be large upon a slowrise of train plpe pressure and restricted Iupon agrapid rise in train pipe pressure.

23. A triple valve provided with a train pipe chamber, an emergency reservoir chamber, a movable abutment separating said lits said restricted "movemen train pipe to atmosphere.

ing through said abutment, means to permit said abutment to have a restricted movement chambers, areciprocable valve stem extendindependent of said valve'stem and being either end of adapted't-o move said .stem a il a Charging means between the train pipechamber and the emergency reservoir controlled by the said restricted independent movementof they labutment, .and brake cylinder inlet and `eX- valves operated by said abutment, and means operating upon `a sudden decrease in train pipe pressure to admit emergencyfreservoir to the brake cylinder for an emergency air application' of the brakes andi-venting the In testimony whereof I hereunto alix my signature. 4 SPENCER G. 

